Overview of Ford’s Thermoelectric Programs: Waste Heat … · 2014. 3. 20. · – Ford Thermoelectric Generator Progress Update ... • Test cycle: US06 (highway cruise ~100kph)

Ford Research & Advanced Engineering2011 DOE Thermoelectrics Applications Workshop 1

Disclaimer

This report was prepared as an account of work sponsored by the California Energy Commissionand pursuant to an agreement with the United States Department of Energy (DOE). Neither theDOE, nor the California Energy Commission, nor any of their employees, contractors, orsubcontractors, makes any warranty, express or implied, or assumes any legal liability orresponsibility for the accuracy, completeness, or usefulness of any information, apparatus,product, or process disclosed, or represents that its use would not infringe privately ownedrights. Reference herein to any specific commercial product, process, or service by trade name,trademark, manufacturer, or otherwise, does not necessarily constitute or imply itsendorsement, recommendation, or favoring by the DOE, or the California Energy Commission.The views and opinions of authors expressed herein do not necessarily state or reflect those ofthe DOE or the California Energy Commission, or any of their employees, or any agency thereof,or the State of California. This report has not been approved or disapproved by the CaliforniaEnergy Commission, nor has the California Energy Commission passed upon the accuracy oradequacy of the information in this report. .


Presentation Outline

• Ford Global Sustainability Outlook– Global factors impacting future vehicle technologies– Technology roadmaps to transportation sustainability– Role of thermoelectrics in vehicle applications

• Thermoelectric Waste Heat Recovery– Vehicle Electrical System Demand– Ford Thermoelectric Generator Progress Update– Requirements for a thermoelectric generator

• Thermoelectric HVAC– TE heat-pump device development– TE materials for heating & cooling– Comfort-based design criteria

• Conclusions and Questions


Global Sustainability Outlook

• Fuel economy trends driven by global factors:– US and California (CAFE, AB32)

– EU CO2 Regulations and Fuel Taxes

– Global Oil Prices

• Fuel prices will be put under pressure by increasing demand from emerging markets

• Regulations in emerging markets are lagging developed countries only by a few years

“We are committed to being a leader in fuel economy in every product segment in which we compete. In keeping with our heritage as a company, we introduce new technology on a large scale.”

- William Clay Ford Jr., June 2010

* http://www.ford.com/microsites/sustainability-report-2009-10/default

http://www.ford.com/microsites/sustainability-report-2009-10/default�


Ford Technology Migration Path

Trends:• Improved fuel economy driven by both regulatory and consumer pressure

• Technologies that can be implemented on global platforms and vehicles are most desirable

• Technologies that improve fuel economy and reduce CO2 at a reasonable cost to the consumer will be implemented early


Implications of Ford Sustainability Plans for Thermoelectrics

• Multiple technologies are competing to improve regulated fuel economy and to attract consumers through marketablefeatures. Winners will be determined by their ability to complete on several factors:– Cost (total cost, $/mpg saved, etc…)– Robustness (200K + durability)– Ease of migration across fleet (B-car, Full-size truck, gas, diesel)– Ease of integration (migration ability, partnerships with T1)– Marketable feature (OEM revenue opportunity and differentiation)– Performance (W/kg, W/m3, W-hr/kg , W-hr/m3, W/$)

• How is Ford investigating these factors?– Developing strong partnerships in the value chain – Leveraging government investments into TE technology– Providing critical feedback to support business-case analysis


DOE Phase 5 TEG ProgramEvaluate TEG on a Ford Fusion with 3.0L V-6 Engine

• Design with central bypass• Separate low-temperature cooling loop• Half-Heusler + Bi2Te3 segmented TE elements• Major benefit in a vehicle-level demonstration is to

understand systems-integration implications

• Anticipated power: ~500 Watts (peak)• Test cycle: US06 (highway cruise ~100kph)• April 2011 completion timeframe• Results reported at the DOE AMR

Vehicle-Level Demonstration of TEG Technology


Packaging for Prototype TEG

To Exhaust

UnderfloorCatalyst (not yet moved)

FlexCoupling

TEG

To Exhaust

Coolant Lines

Y-Pipe(from lightoff catalysts)


Automotive Requirements for a TE Generator

Requirements Examples

• Backpressure limit in TEG HEX• Temperature limit for TE materials• Durability test requirements

• Performance test requirements

• Assembly requirements

• Control and sensor requirements

• Power conditioning

• Recycling• Price and Performance

• Idle, design point, max speed-load• Max and min conditions• Shock loading, vehicle test cycles, hot

ambient, cold start, trailer-tow, corrosion, etc…

• Design targets for power generation, backpressure, system mass, volume, etc…

• Electrical, mechanical, fluid connections

• Internal temperature, valve position, CAN signal requirements, etc…

• V-I requirements, series-parallel requirements

• Plan for reclaiming RoHS materials, etc…• $/W target at design point


Alternator Replacement by a TEG

• A TEG must be able to provide necessary power to the vehicle under extremely challenging conditions:– Idle– City drive cycle (Start-Stop)– +50°C to -30°C ambient conditions– Full accessory loads, including current spikes– Reduce TOTAL fuel consumption, weight, and cost

compared to an alternator/battery system


Thermoelectric Waste Heat Recovery:Potential Benefit for Fuel Economy and CO2

• Electrical System Demand– Maximum system demand: 14-V @ 200-A (~3kW)– Typical system demand: ~1kW– Typical regulatory cycle demand: 0.2 – 0.4 kW

• Potential for Fuel Economy and CO2 Benefit– Regulatory Cycle: 0.2 to 0.4 L/100km (5 to 10g CO2/km)– Consumer Cycle: >1 L/100km (>24g CO2/km)

• Potential Value of a TEG– Regulatory Cycles:

• US CAFE (based on NHTSA cost analysis): ~$0.50 to $1.00 per watt• EU Reg (based on EU CO2 fines): ~$3 to $5 per watt

– Consumer Cycles:• Potential benefit for off-cycle credits, electrical power charge-margin

– True value is based on competition with other technologies• Cost per % fuel economy gain• Total fuel economy improvement potential


Ford TE HVAC Project• 3.5-year cooperative agreement with US Dept. of Energy

– Goal: Identify and demonstrate technical and commercial approaches need to accelerate deployment of a zonal TE HVAC system in automobiles.

• Objectives:– 33% reduction in A/C compressor power usage– TE performance: COPcooling > 1.3, COPheating > 2.3– Reduce total HVAC energy consumption– Assess technical and commercial viability for use in automotive applications– Integrate, test, and deliver to DOE demo vehicle with a prototype TE HVAC system

• Phase 1: (Oct. ’09 to Nov. ’10)– Develop requirements and targets, benchmark baseline vehicle performance– Model, design and test at liquid-to-air TE heat-pump addressing commercial and technical metrics– Assess and develop CAE and Occupant Thermal Comfort Tools for a zonal, comfort-based system design– Research into advanced TE devices and p-type TE materials

• Phase 2 (Dec. ‘10 to Oct. ’11)– Develop and investigate a TE HVAC system architecture to meet program objectives– Model performance of selected architecture on vehicle efficiency benefit– Engineer advanced TE devices for vehicle deployment. Research n-type TE materials.

• Phase 3 & 4 (Nov. ’11 to Apr. ’13)– Engineer, build, and test TE HVAC subsystems– Install system into vehicle, evaluate performance– Deliver vehicle to DOE for further study


Project Thrust-Areas

TE SystemR&D

Transient ThermalComfort Modeling

HVAC ArchitectureDevelopment

Adv. TEMat’lsTE

DeviceModels

TEDeviceDesign

ComfortCorrelations

CAE ToolDev.

IntegratedDesign

Methods

CAEAnalysis

TradeStudies

ConceptPrototyping


TE Device and Materials Development

C.M. Jaworski, V.A. Kulbachinskii and J.P. Heremans "Tin forms a Resonant Level in Bi2Te3 that Enhances the Room Temperature Thermoelectric Power", Phys. Rev. B 80 233201 (2009)

BSST 50 Watt Prototype Liquid-to-Air TE Heat Pump

TED-model validation results


Occupant Thermal Comfort: Test vs Modeling

Hot

Cold

Thermal Sensation

Occupant Thermal Sensation Predictions are a Function of:

– Temperature– Air Velocity– Solar Load– Surface Radiation– Humidity– Clothing

Typical Whole Body Thermal SensationAir-conditioning Performance Test

Time

Ther

mal

Sen

satio

n Front OccupantsRear Occupants

Hot

Cold

CFD vs testing show good correlation


Development of a TE HVAC Architecture

CAD

RadiationModel

ThermalComfort

TE, A/C &Heater Models

Cabin Thermal/Fluid

Vehicle

FuelEconom

y

OccupantThermal Comfort

SystemPerformanc

e

Packaging


Next Steps

• TE Waste Heat Recovery Project:– Install and test TEG

• Assess actual vs modeled performance• Understand packaging and systems-integration issues

– Study full-integration requirements, including power conversion, control strategy, and regulatory benefits

– Develop business case to determine production feasibility• This can guide research, engineering, and manufacturing investment decisions

– Continue to support development of advanced materials and processes to improve efficiency, reduce cost, weight, packaging space

• TE HVAC Project:– Continue to develop and assess HVAC architectures that can utilize the unique

advantages of TE technology through the use of thermal comfort-based analysis and design

– Agressively work to improve cost and performance of TE materials and devices– Develop systems-level requirements for a TE-based HVAC system hardware


Conclusions

• Application of thermoelectrics into vehicles will remain limited in the near-term, until significant fundamental issues are solved

• Advantages of thermoelectric technology exist in the mid- to long-term horizon

• Significant research and investment is still needed in the areas of cost, performance, thermal management, systems integration, manufacturing, and durability


Acknowledgements

• Thanks to the Department of Energy and California Energy Commission for their partnership support of these projects. In particular, John Fairbanks at DOE-EERE, Carl Maronde at NETL, and Reynaldo Gonzales at the CEC.

• Thanks to the technical teams at Ford, Visteon, BSST, Amerigon, NREL, ZT::Plus, Faurecia, and OSU for all of their work on the DOE-sponsored programs.

Documents

Overview of Ford’s Thermoelectric Programs: Waste Heat … · 2014. 3. 20. · – Ford Thermoelectric Generator Progress Update ... • Test cycle: US06 (highway cruise ~100kph)